Container train for transportation by water



CONTAINER TRAIN FOR' TRANSPORTATION BY WATER Filed July 12, 1968 5 Sheets-Sheet 1 FIG.2 |=|e.a

. ll 1E INVENTOR.

Gmwao KRTSUMURH BY,l

Feb. 1970 GINJURO KATSUMURA 3,49 8

CONTAINER TRAIN FOR TRANSPORTATION BY WATER 7 Filed July 12, 1968 '5 Sheetls-Sheet 2 ,INVENTOR. emvao Knrsununn Feb. 10, 1970 GmJuRo K ATSUMURA CONTAINER TRAIN FOR TRANSPORTATION BY WATER 5 Sheets-Sheet 3 Filed July 12, 1968 FIG.8

FIG

1970 GINJURO 'KATSUMURA 3,494,318

CONTAINER TRAIN FOR TRANSPORTATION BY WATER Filed July 12, 1968 5 Sheets-Sheet 4 FIGLII FIGJZ INVENTOR. 6 INJIIRD KnTsuMuRn Feb. 10, 1970' GINJURO KATSUMURA 7 3,494,313

' CONTAINER TRAIN FOR TRANSPORTATION BY WATER Filed July 12, 1968 5 Sheets-Sheet 5 INVENTOR.

G I IJ um Kmsumm United States Patent 3,494,318 CONTAINER TRAIN FOR TRANSPORTATION BY WATER Ginjuro Katsumura, 27-19 Mejiro-cho, 2-ch0me, Toshima-ltu, Tokyo, Japan Filed July 12, 1968, Ser. No. 744,428 Claims priority, application Japan, July 27, 1967, 42/ 48,358; June 8, 1968, 43/48,038 Int. Cl. B63b 21/56, 35/68 U.S. Cl. 114-235 16 Claims ABSTRACT OF THE DISCLOSURE Container train for transportation by water is formed of a plurality of serially positioned container units propelled by at least one bi-hull engine boat arranged astride the container units and movable forwardly and rearwardly relative to them. Each of the units has connecting means for attachment to a transverse beam extending between the two hulls of the engine boat for pulling or pushing the container train. Moreover, a plurality of engine boats may be used for transporting the container units.

The present invention relates to a container train for transportation by water, and, more particularly, to a seaworthy container train comprised of a plurality of serially arranged container units and at least one bi-hull engine boat astride the container units for moving them forwardly and rearwardly. The engine boat may be secured to the foremost or rearmost container unit either to pull or push the train or a plurality of such the engine boats may be utilized attached to different ones of the container units.

In the transportation of cargo whether in liquid, powder, grain, or other bulk form, it has been proved to be commercially feasible and reasonable to utilize floating containers rather than freighters, and the various industries which transport such bulk form material have shown considerable interest in the useful and practical improvement of the conception of a container train for transportation by water. All of the prior conceptions of a container train transportable by waters, however, have been based on more or less the so-called barge-line system and failed to emerge therefrom, in which a train of containers is pushed forward by an engine boat coupled at the trailing end. The barge-line system is pos sible merely in calm bay or river water, and even in such locations it is rather difficult to steer the train along the desired course. Where tidal movement or waves cause complex movements to each of the interconnected container units, such as in the ocean or in large rivers or bays, it is impossible to push the container train, as is well known by those skilled in the art.

The inventor has tried to overcome these shortcomings of the conventional barge-line system by employing tug boats for pulling the train and he found various problems requiring solution for producing an effective container train for transportation by water.

In the first place, the connection between the tug boat and the following container unit is apt to be easily broken or damaged due to a momentary overload caused by complex wave actions on rough waters even if the connection should be designed for an ample safety factor and the train is steered carefully.

In order to effectively and safely transport a train which comprises a capacity of more than a few thousand gross tons and consists of a plurality of container units each of several hundred ton capacity and of considerable length, at least two engine boats are required for pulling and pushing the train. When the train is particularly heavy and long, three or more engine boats may be needed for effectively navigating the train and above all in such a case coupling of the engine boats with the container train must be given special consideration.

For piloting a long train in narrow or heavily travelled waters, it is preferable to couple two or more engine boats with the train for carefully steering the train in order to avoid collisions with other vessels. When two engine boats are to be used, they may be coupled at the bow and stern of the train but if more than two are used they can be coupled at intermediate locations.

In order to obviate the necessity for the operators or crews to work on the bare deck of the container units for various operations, such as connecting and disconnecting adjacent container units, which is dangerous or at least difficult in rough waters or where the containers have different draughts due to different cargo weights, the engine ship is designed to be moved along the train for performing such operations for the engine ship.

In stormy weather it is preferable to submerge the containers so that the train may be transported without suffering from the rough weather influences or the containers may be temporarily anchored in position until the transportation can be started again.

A fundamental and important object of the present invention is, thus, to provide a container train for transportation by water in which the engine boat is of a bihull type and its two hulls are connected together by a transverse beam which contains means engageable with corresponding means on each of container units so that the engine boat or boats can be secured to the leading and/ or trailing units for pulling and/ or pushing the train or, to any intermediate unit for assisting in the propulsion of the train.

Another object is to provide a container train in which two or more bi-hull engine boats can be readily secured astride the container units for pulling and pushing the train and, where necessary, for making sharp turns of the train and for transporting trains of considerable length.

Further, another object is to provide a container train in which the connecting and disconnecting of adjacent container units and other operations may be easily made from on board the engine boat which is freely movable astride over the train.

A still further object is to provide an improved connecting means between two adjacent container units which engagement and disengagement may be effected from on board the engine boat.

Moreover, another object is to provide an improved container unit particularly suitable for containing liquid, powder, particulate matter, grain or other bulk form cargo from which unloading of the cargo is made easier and if necessary, for instance in the case of heavy storms, the containers may be submerged affording a suitable seaworthy container train.

The invention will be illustrated more definitely and in more detail by reference to the accompanying drawings in which;

FIG. 1 is a schematic and partial side view of a container train according to the invention,

FIG. 2 is a schematic and partial top plan view,

FIG. 3 is a schematic front view,

FIG. 4 is a front view showing a modified connection of a transverse beam for interconnecting the two hulls of the engine boat whereby the dimension between the hulls may be varied depending on the width of the container unit being transported,

FIG. 5 is a sectional view showing a coupling block and pins provided between the two adjacent container units,

FIG. 6 is a front view, partially in section, of the coupling means of FIG. together with hydraulic means for actuating the coupling pin for engagement or disengagement,

FIG. 7 is an enlarged top plan view of the coupling block, half of which is shown in section,

FIG. 8 is a rear end view of a preferred embodiment of the container unit,

FIG. 9 is a longitudinal section of another embodiment of the container unit,

FIG. 10 is a transverse cross section of the container unit of FIG. 9,

FIG. 11 is a fragmentary cross section of the bottom partition wall of the container unit referred to in FIG. 9,

FIG. 12 is a cross section of an aperture used for submerging the container in an emergency,

FIG. 13 is a schematic top plan view of another embodiment of the bi-hull engine boat according to the invention,

FIG. 14 is a similar view of FIG. 13 but showing said engine boat turned left for attaining sharp steering of the train, and

FIG. 15 is a similar view showing still another mechanism for turning the hulls of the engine boat.

Referring now to FIGS. 1 to 3 in the accompanying drawings, a plurality of serially arranged container units are designated by reference numerals 1 I each of the units is connected to the adjacent unit by means of any connector means 3 and, if necessary, by the insertion of any shock absorbing or buffer means 2 therebetween. The bow of the foremost container unit 1 is preferably formed with a stream line head 4 for the purpose of reducing fluid resistance. Of course, the stream line head 4 may be separately formed so as to be attached to the leading end of any container unit 1. The material for and the construction and dimension of the container unit 1 may be varied and selected depending on the conditions afiecting the container unit, such as the type or form of cargo, the size of the train, but preferred embodiments for cargo in the form of liquid, powder, particulate matter, grain or other bulk form material and suitable particularly for ocean travel shall be illustrated hereinafter.

Reference numerals 5 and 5 represent hulls of the engine boat. It is a fundamental idea of the present invention to use the \bi-hull engine boat or boats astride and secured to the container train for pulling and or pushing the container train. The two hulls 5 and 5 are interconnected by one or a plurality of transverse bars. The transverse bars contain means engageable with corresponding means provided on each of the container units 1 so that the engine boat 5 can be readily secured to any of the container units in the train. According to the instant embodiment the two hulls 5 and 5 of the engine boat are connected by a bridge construction 6 and two transverse bars 7 and 7 see FIG. 2. Each of the bars has a hole 9 at the middle portion arranged to engage one of the two studs 10 fitted to the deck of each container unit 1 in positions corresponding to the holes 9. A buffer member 11, made of rubber or a suitable plastic is preferably mounted around each stud 10 and/or the inner wall of the hole 9. Each bar 7 is adapted to move angularly on a shaft 8 extending transversely of and mounted on the hulls or to move vertically by a hoist means not shown. The operation for moving the connecting bars 7 angularly or vertically is preferably done \by hydraulic means. The engine boat has two propellers 15, 15 one at the stern of each hull 5 for navigation and moving ahead or astern astride the container train for connecting and disconnecting the container units and other operations. For guiding the engine boat as it is positioned astride a container unit, it is provided with guide rollers 14 along its inner surface adjacent the container unit.

The bi-hull boat 5 can pull the container train when it is secured to the foremost container unit, but when the boat is attached to the rearmost unit the train is to be pushed by the engine boat. For transporting a long and heavy train or for sharp steering two engine boats 5 may be coupled to the train for concurrently pushing it. If necessary three or more engine boats may be used in which case the third or subsequent one may be connected to any intermediate container unit 1. When desired the forward beam 7 of the engine boat can be engaged with the rearward stud 10 of the leading container unit 1, while its rearward beam 7 is engaged with the forward stud 10 of the following container unit so that the engine boat 5 may be secured to two container units. The number and arrangement of the engine boats are contingent upon the overall length and total weight of cargo of the container train, meteorological conditions, traffic conditions on waters to be navigated or the like.

Since the bi-hull engine boat 5 astride the container unit 1, is secured to it by means of the connecting beams 7 7 and the connecting studs 10, 10, the container unit maybe moved or pitched, rolled or rocked integrally with the engine boat, there is no impulsive force to be imparted to the connection between the engine boat and the adjacent container unit which in the conventional floating container trains often resulted in cutting the drag or tow wire with the resultant danger of the cargo being lost or sunk. The engine boat 5 may be provided with angularly adjusted stabilizers or wings 16 at the outer sideboard for submerging the container integrated therewith when travelling through a heavy storm.

When two or more engine boats are coupled to the train, it can be appreciated that the train may be sharply turned by steering the engine boats in opposite or different directions in order to avoid a collision with another vessel and also to facilitate the smooth transit through narrow waters and into or out of port.

Since the bi-hull engine boat 5 can move astride the train, the connection and disconnection of container units is easily accomplished from on board of the engine boat. This is very useful for transportation along a river where containers must be disconnected from the train one by one at each port of call for unloading or leaving the units to be pulled or pushed by other engine boats.

Difficulties may be encountered in connecting and disconnecting the adjacent container units when they are not in the same draught level due to undulating waves or uneven loading the cargo since they can not be manually kept coplanar. According to the invention, the bi-hull engine vboat may be secured to with adjacent container units by engaging the forward beam 7 with the rearward stud 10 of the leading container unit and the rearward beam 7 with the forward stud 10 of the following container unit. When each of the transverse bars 7 7 is raised or lowered independently, the light-draught container unit is to be forcedly raised and the deep-draught container unit lowered so that they may be kept coplanar. Thus the connection and disconnection operations may be easily and effectively made.

In establishing the dimensions of the container units, preferably the widths thereof are of a uniform dimension so that the same bi-hull engine boat may pass astride over each container unit. However, if desired the inner distance between the two hulls may be made variable. For that purpose in the embodiment of FIG. 4 the bridge is not rigidly fixed to the hulls but is connected to it at each of its ends by a pair of parallel vertical bars 18 and 18 the ends of which are respectively hinged to the bridge 6 and the hull 5. Extending obliquely from the opposite ends of the framework bars 18 18 is a diagonal bar 19 19 in which is inserted a piston 20 and cylinder means 21 to be hydraulically operated. When the framework is varied from the rectangle as shown at the right side in FIG. 4 to the parallelogram as shown at the left side therein, or vice versa, it is accomplished by operating the hydraulic device 21 to be extended or contracted, the distance between the hulls is varied. At the sideboard of the container unit the buffer members 13 may be attached for protection.

A preferred embodiment of the coupling means 3 for coupling the container units 1 is illustrated in FIGS. 5 to 7. The coupling means 3 which is preferably provided at two spaced portions between the adjacent two container units as shown in FIG. 2, comprises a coupling block 24 and two pins 28. The block 24 made of rubber or a plastic of similar characteristics is substantially elliptical in crosssection and is completely surrounded by a coiled spring frame 23. The block 24 is formed with two transverse grooves 25 and 25 in each of which a respective pin 28 is inserted so that the block is fixed to the container unit in correspondingly formed recesses 26 and 26 in the bow and stern thereof. One end of the pin is connected with the piston of a hydraulic device 27, as shown in FIG. 6, so that when one end of the block 24 is applied in the corresponding recess 26 to align the groove 25 of the block 24 with the contracted pin 28, the hydraulic device 27 is operated to extend the pin 28 into the groove 25 through holes formed in a metal casing 50 fixed to the recess 26. The hydraulic device 27 can be controlled from on board the engine boat through conduits previously connected to the container coupling apparatus.

The coupling means 24, 28, constructed as referred to above, can not be excessively extended nor contracted and every stress exerted on the coupling means, above all torsion, can be effectively absorbed by the combined elasticity or flexibility of the block 24 and the coil spring frame 23 to endure sufliciently the complex and violent shocks imparted thereto by surges and waves. Since the coupling means can couple two adjacent container units so closely together, smooth navigation of the container train, particularly by pushing, is made more effective.

As for the container unit, it may be made of any material, for instance plastics, provided it can sealingly contain various cargoes. It is preferably equipped with an electric motor driven colt nozzle propeller 22 at the stern thereof, as shown in FIG. 8, for supplementary propulsion, which motor may be energized from the engine boat 5.

A preferred embodiment of the container unit is illus trated in FIGS. 9 to 11 suitable for cargo in the form of powder, particulate matter, grain and the like, which unit is made of sheet metal and is divided transversely into a center cargo chamber 29 and a pair of side pneumatic chambers 30 and 30 as best shown in FIG. 10. The center cargo chamber 29 has a double bottom as 31 and 32. There are formed perforations 33 in the inner bottom wall 32 at the central portion of the container unit, see FIG. 11. Said perforated area is covered by a porous cloth 34 which is in turn covered with a wire net 35.

When air under pressure is supplied into the container from the engine boat or a deck facility through ducts 36, 36 provided respectively at the bow and stern, the air passes through a gap 37 formed between the walls 31 and 32, through the perforations 33, the cloth 34 and the wire net 35 into a vertical duct 38 provided over the perforated area, which duct 38 has an outlet 39 at its top end. The bottom end of the vertical duct 38 is formed with an enlarged skirt 40 through which are formed perforations. Thus, the cargo M such as flour, cement, grain and the like contained in the chamber 29 is sucked into the duct 39 by the flowing air. The cargo M may be transferred via other duct means connected with said outlet 39 to any reservoir on the Wharf.

When certain of the cargo M has been discharged, a flexible sheet made of rubber or a plastic and extended over the bottom wall of the chamber 29 is contracted from the status as shown by a phantom line 41 in FIG. to that of solid line 41 whereby the cargo M can be completely discharged without remaining in the corners of the chamber. Reference numeral 42 represents a lid at the inlet for charging cargo into the container unit.

When a cargo encounters any danger in a violent storm, it is preferable to temporarily submerge the containers below the surface of water, and to wait for the weather to clear before recommencing navigation. For that purpose there is formed an opening 43 in the bottom wall of the pneumatic chamber 30 or 30 for supplying water into the chamber, which opening 43 is normally sealed by a device as shown in FIG. 12. The hole 43 is surrounded by a hollow and inner-threaded block 44 which is sealingly fixed to the inner surface of the bottom wall. Threadedly engaged into the hollow block is a cap 45 containing a lid body 46 preferably made of carbon or graphite therebetween so as to allow water to flood into the pneumatic chamber 30 when the lid body 46 is broken. For the purpose of breaking the lid body 46, a detonator 4g is embedded in the lid body. When necessary, said detonator 4g is exploded by flowing electric current through lead wires 47 from the engine boat.

When the weather has been improved sufliciently for continuing navigation, the engine boat, having watched the situation at the spot or kept aloof from the storm, supplies air under pressure through a conduit, not shown, into the pneumatic chamber 30 so as to exclude the water therefrom. The container, thus, can be floated by balancing the water and air pressures.

The pneumatic chamber 30 is preferably divided longitudinally into a plurality of compartments, and the central one thereof is provided with the explosive sealing device. The compartments are connected by ducts having a corresponding number of valves controlled from the engine boat for adjusting the flow of air and water.

As already described, when two or more engine boats are coupled to the container train, a longer train may be turned fairly sharply by steering the respective engine boats in opposite or different directions. In order to attain sharp turning of the train with a single engine boat, another embodiment of the bi-hull engine boat is proposed, as illustrated in FIGS. 13 to 15, which is suitable particularly for inland navigation.

In the instant embodiment the two hulls 5 and 5 are connected by a single transverse beam 7' which has similarly the hole 9 at the center thereof so as to engage with the stud 10 secured to the container unit 1. In order to avoid a collision of the ships bridge with an existing bridge across the river, the bridge is not provided across the bulls 5 and 5 at the higher level as in the first embodiment of FIGS. 1 to 3, but is located on either or both of the hulls at a lower level as shown by 6' 6' in FIGS. 13 to 15. The beam 7' is movable vertically or angularly for allowing engagement of the hole 9 with the stud 10 similar to the first embodiment. However, the bar 7 is attached to the hulls 5 and 5 to allow relative angular movement at 8' and 8' in the horizontal plane. Additionally, the bar 7 is connected with the hulls by means of hydraulically operated piston and cylinder assembly 21 and 21 so that the longitudinal position of the hulls of the engine boat may be deviated relative to that of the container unit from the parallel position as shown in FIG. 13 into that as shown in FIG. 14 when either of said hydraulic devices 21' and 21 is extended and the other is correspondingly contracted.

In FIG. 15 another mechanism for attaining the same purpose is illustrated in which capstans 18 and 18 and a wire 19 are used in lieu of the hydraulic devices 21 and 21 in FIGS. 13 and 14.

Various embodiments of the invention have been illustrated above but it should be noted that many changes and modifications may be made by those skilled in the art in shape, construction, material, and arrangement of the parts thereof without departing from the spirit of the invention.

What is claimed is:

1. A container train for transportation by water comprising an engine boat, a plurality of longitudinall extending serially arranged container units being disposed in a train, means for interconnecting said container units in end-to-end relationship, said engine boat comprising a pair of longitudinally extending hull members being positioned laterally opposite each other with one on each side of the train of said container units, means for interconnecting said hull members and at least one of said container units whereby said engine boat is positionable selectively at the forward or rearward ends of the train of said container units for pulling or pushing the train of said container units.

2. A container train, as set forth in claim 1, wherein said means for interconnecting said hull members and container units comprises a transverse beam extending between and connecting said hull members, means secured to said beam intermediate said hull members for removably securing said beam to one of said container units.

3. A container train, as set forth in claim 2, wherein said means for securing said transverse beam to said container comprises a stud being secured to said container unit and extending upwardly therefrom, and said transverse beam having an opening therethrough for removably securing said stud to said transverse beam.

4. A container train, as set forth in claim 2, wherein means being secured to said transverse beam and to said hull members for changing the orientation of said hull members relative to the longitudinal direction of the train of said container units for steering the train.

5. A container train, as set forth in claim 4, wherein said means for steering the train comprises a pair of piston rod and cylinder members, each of said piston rod and cylinder members being secured at one end to said transverse beam and at the opposite end thereof to a different one of said hull members so that by extending one of said piston rods and contracting the other of said piston rods, said hull members can be reoriented for changing the direction of travel of the train of said container units.

6. A container train, as set forth in claim 2, wherein a bridge member extends transversely of said container units and is secured adjacent its opposite ends to said hull members of said engine boat, and means secured to said bridge for varying the spacing between said hull members for accommodating container units of various transverse dimensions therebetween.

7. A container train, as set forth in claim 6, wherein a pair of spaced upright members being articulated at the upper ends thereof to said bridge member and at the lower ends thereof to one of said hull members, and an extensible member secured at one end to the articulated joint between one of said upright members and said bridge member and being secured at the other end to the articulated joint of the other said upright member at its connection to said hull member, whereby in selectively extending and contracting said extensible member said hull member can be laterally displaced relative to the other said hull member.

8. A container train, as set forth in claim 2, wherein a pair of said transverse beams being disposed in longitudinally spaced relationship are secured to each of said hulls of said engine boat, said transverse beams being spaced apart whereby said means for securing said beam to said container units being arranged whereby one of said transverse beams is connected to one said container unit and the other said transverse beam is connected to the following said container unit.

9. A container train, as set forth in claim 1, wherein said means for interconnecting said container units comprises a block being formed of an elastic material and being elliptical in longitudinal section, a coil spring enclosing the elliptical periphery of said block, said block having a pair of spaced holes therethrough, and means being arranged to be secured to one of said container units and into the hole through said block for securing said block to each of a pair of adjacent said container units for joining said container units together in a closely held resilient relationship.

10. A container train, as set forth in claim 9, wherein each of said container units having a recess formed in the ends thereof for receiving said coupling means to said container unit comprising a pin secured within said container unit and passing through one of the holes in said block.

11. A container train, as set forth in claim 10, wherein said pin being retractably positioned in said container unit, a piston member being secured to said pin and being arranged for operation at a location remote from said coupling means, whereby said pin can be inserted into the hole in said coupling when said block is positioned within the recess in said container unit for selectively engaging and disengaging said coupling means from a location remote from the ends of said container units.

12. A container train, as set forth in claim 1, wherein partition means within said container unit for forming a cargo chamber therein, an air duct extending through said cargo chamber from the lower to the upper end thereof, said air duct being perforated at its lower end for admitting cargo material from said cargo chamber into said air duct, and means for supplying air to the lower end of said air duct for passage upwardly therethrough whereby as the air flows past the perforated lower portion of said air duct, the cargo material is sucked into said air duct and carried upwardly through the air duct for discharge from said container unit.

13. A container train, as set forth in claim 12, wherein the lower end of said air duct at the point where said air duct is connected to the lower portion of said cargo chamber being provided with a transverse perforated member, a porous cloth extending across said perforated member on the upper face thereof, and a wire net superposed on said cloth.

14. A container train, as set forth in claim 12, wherein a flexible sheet being secured to the lower walls of said cargo chamber and extending across the floor thereof and being arranged as the cargo material is discharged from the cargo chamber for adapting a sloping configuration toward said air duct for directing the cargo material within said cargo chamber toward said air duct for its removal therefrom.

15. A container train, as set forth in claim 12, wherein said partitions form at least one pneumatic chamber within said container unit, an opening formed in the lower wall of said container unit in communication with said pneumatic chamber, and rupturable seal means being disposed within said opening for breaking the seal for flooding said pneumatic chamber with water, and means associated with said container unit for supplying air under pressure into said pneumatic chamber for displacing the water flooded into said pneumatic chamber for floating said container unit after it has been submerged by flooding.

16. A container train, as set forth in claim 15, wherein said means for sealing the opening to said pneumatic chamber COmpIiSing a lid body being positioned in the opening, a detonator being positioned within said lip body, and ignition means being secured to said detonator for rupturing said lid body from a position remote from said container unit.

References Cited UNITED STATES PATENTS 2,727,485 12/1955 Combs 114-77 X 3,035,536 5/1962 Archer 1l477 TRYGVE M. BLIX, Primary Examiner 

